Tag Archives: aircraft ownership

Something Old, Something New…Light Sport Aircraft

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 tecnam versus J3 cub
Tecnam P92 and the Piper J-3 Cub – brothers from different mothers
There are plenty of articles that talk about the very specific niche that is the Light Sport Aircraft (LSA), but I thought it would be fun to discuss it from a little different perspective.

One of the interesting things to look at is the extreme differences between the old and the new LSA aircraft. When I say “old” I would like to go back to 1946, the year after WWII ended. Back then dozens of neat little personal airplanes were built to address the predicted post-war boom in light aircraft. I guess they thought all those warriors coming back to the States would need something to do. The boom didn’t really happen, but the airplanes were built and are still proudly serving us today. 
 
The “new” LSA aircraft is predominately purpose-built for this class or they are repurposed from Europe’s equivalent to Light Sport. Most are modern construction (aluminum or composite) and many have glass cockpits. For this discussion, I’m purposely excluding the experimentals that fall into the LSA category, although there are several really fun airplanes in this group. 

What would I buy…Monocoupe

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Monocoupe

What would I buy? Monocoupe

This is the fifth installment in a series of articles based on a hypothetical set of airplane ownership criteria. Note: This information is strictly the opinion of the author. Your mileage may vary. 

So for this one I reached deep into my eccentric tastes to produce an example of how I could easily liberate $50,000.00

Ok, if you haven’t figured it out by now, I have eclectic airplane tastes with a strong affinity for the classics. Sorry it’s my money and its a free country.

The Monocoupe is a very unique, yet famous, sport aircraft from the 1930s that actually shares its lineage with the Luscombe. Both were the spawned from the brain of Don Luscombe and the Monocoupe is the progenitor of my beloved $20K hypothetical purchase from installment #2.

The history of these aircraft is very interesting, but I will focus more on my “purchasing” decision.

Beyond the normal cool factor of an airplane of heritage, it is also a taildragger, a radial engine taildragger at that – big points in my view.

Amazon Aviator

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Amazon.com flying

Ok, I’m not talking about “flying the jungles of South America” kind of Amazon Aviator. I’m referring to the cyber-jungle that is Amazon.com. Why am I a big fan of Amazon? Because you can find almost anything at the click of a button and aviation paraphernalia is no exception.

It’s not just about books anymore! Although Amazon does have an unrivaled selection of books, it also has about anything else you might want.

Need a flying gear, no problem! General parts for your airplane, sure thing! And much, much more.

I was blown away recently when I happened to look on there for a replacement battery for my airplane and I found it (same manufacturer and part number, but less expensive). Amazing! More poking around and I discovered headsets, transceivers, GPS units, and the list goes on and on.

amazon.com for pilots
Plus I love buying something and then throwing in an obscure flying book or other aviation knick knack that I might not otherwise come across at the local brick and mortar book emporium.
If you are an Amazon power-user like me, you can join AmazonPrime and get several other perks, chief among this is free and unlimited 2-day shipping. Although I am an Amazon AffiIiate, I admit that I haven’t graduated to that level just yet…

Pricing varies so I can’t testify that Amazon is always cheaper, but they do a good job in most cases. Plus if you aren’t opposed to buying something “pre-owned” that is often an option as well!

In my recent need to obtain new spark plug wires for my IO-360A1A, I looked, but no joy. I guess I found the limits of what Amazon can do for aircraft maintenance.

So I have incorporated Amazon into my shopping scan and unless price is significantly better somewhere else, you can call me the Amazon Aviator!
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Flying Frustrations

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flying frustrations

Most of the things you will read on this blog about flying is that it’s all unicorns and rainbows! It’s true that flying is one of the most amazing experiences of your life, but it’s not without its frustrations.

Most recently for me I have been chasing an engine problem on my RV8 and thus not getting to fly it. (This will be the subject of another post once I figure it out – as of this writing it’s still AOG.)
This little problem has dragged out all Winter as a result of my hectic schedule, poor weather, and several failed attempts at fixing it. The symptom is an extremely rough running tendency on takeoff. Of course when it coughs and sputters I am obliged to pull the power off and stop on the runway. I don’t know about you, but I think it’s trying to tell me something important; never ignore an airplane that’s talking to you.
It’s frustrating and so far not expensive, but I haven’t solved it yet either. $$$
Flying definitely has its low points.
Another example was back in flight school during instrument training. I really  plateaued and it felt like I’d never get it. Then something clicked. It was a great feeling to not let it beat me; my self-esteem soared.
How about the frustrations of building your own airplane? This is extreme in terms of highs and lows. It’s less about mechanical aptitude then it is about perseverance. There were times when I was building the -8 that it seemed too big and too hard, yet I persevered. The payback was off the charts in terms of satisfaction. 
Personally my worse setback was bending an airplane due entirely to my poor handling of the controls. I was landing in a grass strip in my Bücker and flared too high. The ensuing drop-in from 5′ bent the right main gear – I was crushed. My boss helped me fix the plane, but the damage to my ego lives on to this day. No pilot wants damage an airplane under his/her command.
flying can be frustrating
In the final analysis the good certainly outweighs the bad. In fact, I’m not so sure that a pinch of frustration here and there doesn’t make the overall experience that much sweeter.
The key is to not turn tail and run at the first sign of trouble. Remember, if it was always easy, it wouldn’t be fun!
“Willpower is the key to success. Successful people strive no matter what they feel by applying their will to overcome apathy, doubt or fear.” – Dan Millman
Remember to have fun out there!

by Brent Owens                                                          Subscribe to this flying blog
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I Love Biplanes!

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stearman biplanes

I Love Biplanes!
One of the most existential things you can do as an aviator is fly a biplane, especially an open cockpit variety.

Having been lucky enough to have been a steward to one of these sentient vehicles in my youth, I can say I have tasted it’s nectar first hand.
There are few flying experiences so tactile and engaging. There are many other airplanes that put the pilot literally “out in front” in terms of the experience; the Breezy, the Kolb (one of my favs), the Woody Pusher, and the Air Cam, to name a few, but biplanes remind you that you are partners in this dance, with braced wings and wires permanently affixed to your field of view.
Seeing the word through the biplane’s picture frame really makes the transformation come alive.
biplanes at sunset
And since most, but not all, biplanes are aerobatic, you can point that mess of metal, wood and wires in about any direct you please, adding to the experience.
For those with open cockpits nothing can replicate the lidless view, the roar of the wind, and even the smells of this kind of flight. I taught myself aerobatics in my open cockpit Bücker Jungster 1 twenty years ago and I can remember it like it was yesterday. I can’t say that about many of my other logbook entries. These machines have a way of leaving an indelible mark on those who court her.
aerobatic biplanes
I truly love my RV-8, it does everything I want it to do, but if gas were cheaper and it was warmer here in Ohio, there might well be a Stearman parked in my hangar instead. Oh, I know Stearmans are impractical beasts, with low cruise speeds, high fuel burns, and little protection from the elements. But for what she lacks, there is just something ethereal (magical?) about these twin-wing conveyances that I can’t quite put my finger on.
Maybe it’s the swashbuckling manner of which their pilots saunter aboard, climbing onto (rather than in) these nostalgic machines from a time now lost.
Or perhaps, it’s the size – seems most classic biplanes, sans the Pitts and its progenitors, are large. These magnificent birds are so formidable as to make every thing else on the ramp disappear.
Or as stated before, it’s the total immersion that happens once airborne. You are hypnotized and there is no breaking her trance.
It might be all these things, and more.
All I know is that flying a Stearman specifically is near the top of my bucket list. Luckily there are several in the local area and even one for rent down near Cincinnati.
boeing kaydet biplanes
So if you haven’t been up in an open cockpit biplane, let me encourage you to add that to your to-list as well. If there are no opportunities nearby, you can try to get a sightseeing ride at a tourist destination the next time you find yourself on holiday.
Below are a couple of books on the subject that will get the juices flowing. If you haven’t already read them, I highly recommend taking a look.

The Cannibal Queen by Stephen Coonts
Biplane by Richard Bach

by Brent Owens                                                                   Subscribe to this flying blog

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What would I buy…Beechcraft Bonanza

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beechcraft bonanza

What would I buy….Beechcraft Bonanza
This is the fourth installment in a series of articles based on a hypothetical set of airplane ownership criteria. Note: This information is strictly the opinion of the author. Your mileage may vary. 

Previous Installments:

  1. Kolb
  2. Luscombe 8A
  3. Globe Swift

The goal this time will be to spend $40,000 for a nice certified aircraft (not LSA or Experimental).

So if I was limited to the criteria above what would I buy? As the title already gave away, it would be a Beechcraft Bonanza

The Bonanza is a timeless classic that enjoys excellent flight characteristics and a cult-like following. The only complaints being the V-tail can provide some yawing in turbulence, but there are countermeasures for that and it’s not a biggie for me – my passengers might disagree. The other complaint is maintenance costs. The final complaint I hear is that there are several 4 place high performance aircraft in its category that have better performance. This isn’t a shootout article on the best high piston single; this is what I would buy if I had $40,000.00 burning a hole in my pocket.

Bonanza Beech

The Bonanza has been in continuous production since 1947, which makes it the longest continuously produced airplane in the world.

I have to admit, I was influenced at an early age to avoid the Bonanza. Why? How could a bad design endure for 66 years? It wasn’t the airplane is was the people. The guys at my local field that were the most ‘unfriendly’ were the Bonanza drivers. So a stereotype was quickly inserted upon my pea-brain and a great design was dismissed, at least in my mind.

All the Bonanza purists out there are screaming and spitting at their monitors right about now. Sorry, I was young and impressionable.

Fast forward 25 years and my opinion has ‘matured.’ Having flown Bonanzas I know it to be a truly a good airplane and it shouldn’t suffer from a few ‘bad apples.’

NO EXPERT HERE: Although I have flown several of the models, I can’t provide a detailed analysis because there is so much to know. In 66 years of production, you need a PhD to decipher all the nuances from year-to-year. I actually intend to buy one, or at least an airplane in the same class, sometime in the future so I’m anxious to learn as much as possible. I was referred to this book as the definitive on all things Bonanza: Those Incomparable Bonanzas by Larry A. Ball. As of this writing, I haven’t purchased it yet.

polished V-tail

There have been over 17,000 built, so like I said there’s a lot to know and choose from. I have seen prices for ferry-able older examples below $18,000.00 (obviously needed some serious work) and at the opposite end of the scale, prices that are twenty times my budget (brand new G36).

Early models have a 6 cylinder Continental of 185hp or 225hp – referred to as ‘E engines’ by their model designation. In asking some owners about the vintage Bonanzas there seems to be a desire to avoid these E engines to some degree in favor of an 0-470 (or IO-470 or IO-520) which might be retrofitted or standard in the later models. The used market does suggest a price bump for the 470 (or 520) as compared to its predecessor. I’m not qualified to say ya or nay, other than to say that the E engines must not be too bad as it was factory installed on Bonanzas for the first 10 years of their existence. I image it has to do with fewer mechanics qualified to work on the older engine and the decreased horsepower – Americans aren’t getting smaller. Shop accordingly.

Stats: 1957 H35 Model shown (closest to $40k avg retail according to the American Bonanza Society). This is also an O-470 powered machine (240hp).

Aircraft specifications (all data from Hawker Beechcraft)
Wingspan 32 ft 9 7/8 in Max TO weight 2,900 lbs
Length 25 ft 1¼ in Useful load 1,067 lbs*
Height 7 ft 7 in *Varies widely by year and individual aircraft
Performance (ISA)
Max cruise speed 190 mph (165 kt)
Max range (45-min reserve) 410 nm
Fuel capacity (standard) 40 U.S. gallons (34 usable)

If you are a low timer, insurance will probably not be kind, but it can be obtained with the right set of circumstances. As you build experience the amount should come down, but as a retractable gear, it’s always going to be more than it’s fixed gear brethren.

Resources: 

Here’s a recent ad from Trade-a-plane for a 1957 H35 with a mid-time engine for $39,975.00:

H35 v-tail beechcraft bonanza for sale

Honorable mentions that I would certainly consider:

  • Mooney M series
  • Piper Comanche

For you Bonanza aficionados out there, please correct me if my facts are off, I’d love to hear from you. If you are a fan of the competition, I’d enjoy hearing your thoughts as well.

by Brent Owens                                                                   Subscribe to the mailing list

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False Start

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Lycoming Maintenance

False Start
You might have read in a previous entry <link here> about how I replaced the spark plugs due to a bad magneto check.

Last Saturday was my first opportunity to test fly it since then and I was excited to go.

Arriving at the airport with temps in the mid 30s I plugged in the homemade preheater and started my customary preflight inspection.

All was well and after about thirty minutes of preheating I pushed the -8 out of the hangar. Start up was my first indication of a problem. It cranked very slow; I should have anticipated a low battery since its been sat so long since I last flew. Just as I was about to give up, another problem ensued, my starter wouldn’t disengage! I quickly flipped off the battery master to kill the deviant starter. Great!

I pushed it back into the hangar and pulled the top cowl to investigate. Starter relays can become stuck, sort of temporarily welded together due to high amperage. In this case it was from starting with low voltage on the battery – duh! I know this, but I was thinking more about going than I was about what the airplane was telling me. There’s a lesson here.

A couple of taps on the relay and it came unstuck. I then borrowed a battery charger from the airport manager and let it charge while I put the cowling back on.

Once charged and preheated (again), I pushed it back out for another attempt.

This time the start was successful and I taxied to the active. The run-up revealed a much improved magneto check thanks to the new spark plugs. Continue reading →

Anti Air Cam

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over priced aircraft

Anti Air Cam
I pride myself on being a pretty reasonable guy. I’m not quick to judge and I’m pretty considerate of others, but in spite of all that I couldn’t restrain myself from sharing my thoughts on Sport Aviation’s most recent cover-plane.

So what is it about the Air Cam that stirs in me such disgust? I generally love all airplanes, big or small. I had to do some research to get to those answers.

Recall the original Air Cam was a purpose-built one-off airplane designed for a National Geographic project in Africa. That makes sense. It’s very open for photo work. No need for a cockpit in the warm climes and twin engines bolted on to avoid unsightly off-airport landings in the less than hospitable regions it was operating. All of this totally makes sense.

What doesn’t makes sense is why anyone would want to spend well north of $100,000 to build and own one. I don’t fault the manufacturer one bit. They were merely responding to what must have been a good volume of requests to purchase kits when the prototype was flying. Certainly the market has answered the call to a limited extent; there are over 100 units out there in various states of repair.

The airplane itself has some excellent capabilities that might be great in specific kinds of operations, like it was designed:
  • Takeoff and landings in 100-300′
  • Single-engine takeoff capability - impressive!
  • Unparalleled views from the front office
  • Super low and slow loitering
  • Amphibious capability (optional)
Again all these things are cool enough.
When I first saw that they were commercially available,  I actually looked up the price out of curiosity and was dumbfounded.  Continue reading →

What would I Buy….Globe Swift

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Globe Swift

What would I buy….Globe Swift
This is the third installment in a series of articles based on a hypothetical set of airplane ownership criteria. Note: This information is strictly the opinion of the author. Your mileage may vary. Our previous installments where on LSA category aircraft: #1 here and #2 here for $10,000 and $20,000 respectively.

The goal this time will be to spend $30,000 for a nice certified aircraft (not LSA).

So if I was limited to the criteria above what would I buy? Continue reading →

New Spark Plugs

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spark plugs lycomingNew Spark Plugs
In troubleshooting a bad magneto check, I have found at least one thing that certainly needed to be addressed – my spark plugs.

After watching a webinar on the subject over at EAA.org – link here, I learned some interested things about spark plug and their health. After a couple of easy tests, and two bad spark plugs found, I decided to change out the whole group with a fresh set. Continue reading →